Vehicular motor mount

ABSTRACT

A vehicular motor mount made of a motor mount assembly and a frame mount assembly made of four components: a base plate, a capture ring, a post and a bushing. The post mechanically connects directly to the engine mount bracket and the base plate directly connects to the subframe of the vehicle. The polymer bushing is bonded directly to the post. The concave capture ring is directly connected to the base plate forming a capture housing with a cavity wherein the post and bushing of the motor mount assembly are constrained but not directly connected to the base plate or capture ring of the frame mount assembly. With no direct connection between the two assemblies, the engine is not directly connected to the subframe. This improves vehicle&#39;s ride. The bushing and the capture ring are common to all vehicular motor mounts. The motor mount may be replaced in pieces rather than in its entirety.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.17/142,973, filed Jan. 6, 2021, which is incorporated by referenceherein in its entirety.

COPYRIGHT STATEMENT

A portion of the disclosure of this patent document contains materialthat is subject to copyright protection. The copyright owner has noobjection to the facsimile reproduction by anyone of the patent documentor the patent disclosure as it appears in the Patent and TrademarkOffice patent file or records, but otherwise reserves all copyrightrights whatsoever.

FIELD

The present disclosure relates, in general, to vehicular motor mounts,and more particularly to improved vibration isolation and anti-torquemovement technology.

BACKGROUND

The vehicles of today have changed dramatically from those of a decadeago, especially in the performance and luxury sections of this industry.While smoothness and quietness of ride were the most sought afterfeatures in luxury cars, these now have been replaced with throatyexhaust notes, and performance times. As an exemplary, a Cadillac® sedanof 2000 had 302 HP whereas a 2020 Cadillac CT5-V has 360 HP. Twinturbocharges seem to be the norm on V6 motors. Similarly, a stock 2010Chevrolet Corvette® had 345 HP, whereas today it has 490 HP. Thisrepresents a 42% increase in power.

These huge leaps in power, however, created other problems. Commensuratewith a rise HP, is a rise in torque. As an engine starts there is amomentary unbalanced force that causes the engine to push away fromtoward the direction of rotation. This requires both stronger couplingsbetween the motor and the vehicle's frame and, also couplings that canrepeatedly withstand greater compressive and tensioning loads. At higherpower outputs and during acceleration these loads are still present andre magnified. The result, is the transmission of vibration and noise tothe vehicle's frame. Not desirable for a luxury or any vehicle.

To better cushion the motor movement from the vehicle, most luxury carshave their engine suspended by a water filled bladder that minimizesvibration between the chassis and motor. While this solves the problemtemporarily, with continued vibration and torque, the bladders leak andthe cushioning effect is lost. When this occurs the motor's geometry inthe car changes slightly and there is more motor rotation and vibrationfelt inside the vehicle. Additionally, with the motor sitting a littlelower, any close tolerances with cables and linkages are reduced, oftento the point of contact where they rub and fray to failure on parts ofthe engine that they continually contact. Thus, these water cushionedmotor mounts can almost be seen as a consumable part like filters on thevehicle.

In performance cars, since the engines are larger and the vehicles aresmaller, the clearances between the motor and the frame/chassis arereduced such that there is little space for a larger water bag style ofmotor mount. Commonly, in performance cars their motor mounts aredangerously close to the exhaust manifold such that after numerous heatcycles these bags leak. This wear of their motor mounts may result inthe motor colliding with other components in the engine bay whenstarting or under hard acceleration.

Henceforth, an improved vehicular motor mount that is inexpensive, doesnot wear out, has a smaller physical profile, can easily have itscushioning members replaced and has a simple design that is easilyadapted to a plethora of different vehicles would fulfill a long feltneed in the automotive industry. This new invention utilizes andcombines known and new technologies in a unique and novel configurationto overcome the aforementioned problems and accomplish this.

BRIEF SUMMARY

In accordance with various embodiments, a universally designed motormount is provided.

In one aspect, a vehicular motor mount with a motor attachment assemblyand a frame attachment assembly coupled together but not directlyconnected.

In another aspect, a vehicular motor mount having a replaceablepolyurethane conical bushing with a hollowed out lower region isprovided.

In another aspect, a rebuildable motor mount designed to minimize theharshness of the ride in both low frequency/high amplitude and highfrequency/low amplitude vibration conditions.

In yet another aspect, a motor mount having a post and integratedpolymer bushing that is directly coupled to the engine mounting bracket,a base plate directly coupled to the vehicle's subframe, and a concavecapture housing that is directly connected to the base plate thatloosely constrains the polymer bushing and the proximal end of the posttherein.

In yet another aspect, a two assembly motor mount system for a plethoraof vehicles that that utilizes a universal polymer bushing and universalconcave capture housing, wherein there is no direct connection betweenthe member that attaches to the engine mount bracket and the member thatconnects to the vehicle's subframe.

In a final aspect, a motor mount device that has an upper and lower bumpstop that functions in the event of a bushing failure.

Various modifications and additions can be made to the embodimentsdiscussed without departing from the scope of the invention. Forexample, while the embodiments described above refer to particularfeatures, the scope of this invention also includes embodiments havingdifferent combination of features and embodiments that do not includeall of the above described features.

BRIEF DESCRIPTION OF THE DRAWINGS

A further understanding of the nature and advantages of particularembodiments may be realized by reference to the remaining portions ofthe specification and the drawings, in which like reference numerals areused to refer to similar components.

FIG. 1 is a perspective exploded view of the first embodiment vehicularmotor mount;

FIG. 2 is a side exploded view of the first embodiment vehicular motormount;

FIGS. 3-5 are side, side phantom and bottom views of the motor mountassembly;

FIGS. 6-9 are perspective, side, side cross-sectional and bottom viewsof the bushing;

FIGS. 10-14 are bottom perspective, top, bottom, side cross sectionaland top perspective phantom views of the base plate;

FIGS. 15-19 are perspective, top, side, side cross-sectional and bottomviews of the capture ring;

FIGS. 20-25 are top perspective, top, bottom, bottom perspective, sideand side cross-sectional views of the upper peg of the second embodimentvehicular motor mount;

FIGS. 26-30 are top, top perspective, bottom perspective side and sidecross-sectional views of the capture flange of the second embodimentvehicular motor mount;

FIG. 31 is a side perspective of the bushing;

FIG. 32 is a side view of the bushing with the imbedded capture plate;

FIG. 33 is a top perspective view of the capture flange;

FIG. 34 is a cross sectional view of the side view of the bushing withthe imbedded capture flange;

FIGS. 35-36 are a perspective view and top view of the bushing with theimbedded capture flange;

FIGS. 37-39 are perspective, top and side views of the optional heatshield;

FIG. 40 is a side exploded view of the second embodiment vehicular motormount;

FIG. 41 is a side view of an assembled first embodiment motor mount;

FIG. 42 is a side cross sectional view of the assembled first embodimentmotor mount of FIG. 41 ;

FIG. 43 is an exploded, perspective view of the third embodimentvehicular motor mount; and

FIG. 44 is a side exploded view of the third embodiment vehicular motormount.

DETAILED DESCRIPTION OF CERTAIN EMBODIMENTS

While various aspects and features of certain embodiments have beensummarized above, the following detailed description illustrates threeexemplary embodiments in further detail to enable one skilled in the artto practice such embodiments. It should be appreciated that certain ofthe components described with respect to the first embodiment areincorporated in the second and third embodiments as well. Specifically,the capture ring and the bushing. By the same token, however, no singlefeature or features of any described embodiment should be consideredessential to every embodiment of the invention, as other embodiments ofthe invention may omit such features.

The accompanying drawings are not necessarily drawn to scale. In thefollowing detailed description, numerous specific details are set forthto enable a thorough understanding of the inventive concept. It shouldbe understood, however, that persons having ordinary skill in the artmay practice the inventive concept without these specific details.

It will be understood that, although the terms first, second, etc. maybe used herein to describe various elements, these elements should notbe limited by these terms. These terms are only used to distinguish oneelement from another. For example, a first attachment could be termed asecond attachment, and, similarly, a second attachment could be termed afirst attachment, without departing from the scope of the inventiveconcept.

It will be understood that when a component is referred to as being“on,” “coupled to,” or “connected to” another component, it can bedirectly on, directly coupled to or directly connected to the othercomponent, or intervening components may be present. In contrast, when acomponent is referred to as being “directly on,” “directly coupled to,”or “directly connected to” another component, there are no interveningcomponents present, and the components must be in contact at all timeswithout any intervening spacing. Frictional engagement is not a directconnection but rather is an indirect coupling as there is no directcoupling between the parts when the external force of friction isremoved. Here, the motor attachment assembly (post/bushing assembly) iscoupled to the frame attachment assembly (capture ring/base plateassembly) yet the two components are not directly connected because ofthe approximately 0.030 to 0.050 inch spacing between the concavity ofthe capture ring and the top face and the outer side wall of the polymerbushing. Only under sufficient static or dynamic load, (as when thevehicle hits a bump, or when the engine is started) when the bushingundergoes elastic deformation does there become a temporary couplingbetween the engine mount bracket and the vehicle subframe. Like numbersrefer to like elements throughout. As used herein, the term “and/or”includes any and all combinations of one or more of the associatedlisted items.

The terminology used in the description of the inventive concept hereinis for the purpose of describing particular embodiments only and is notintended to be limiting of the inventive concept. As used in thedescription of the inventive concept and the appended claims, thesingular forms “a,” “an,” and “the” are intended to include the pluralforms as well, unless the context clearly indicates otherwise. It willalso be understood that the term “and/or” as used herein refers to andencompasses any and all possible combinations of one or more of theassociated listed items. It will be further understood that the terms“comprises” and/or “comprising,” when used in this specification,specify the presence of stated features, integers, steps, operations,elements, and/or components, but do not preclude the presence oraddition of one or more other features, integers, steps, operations,elements, components, and/or groups thereof.

As used herein, the terms “chassis, frame and subframe” refer to thestructural backbone of the vehicle to which the drivetrain and body areattached. The motor is connected to the chassis, frame or subframethrough the vehicular motor mount.

A used herein, the term “mechanical fasteners” is used to describe anyof one of the mechanical devices used to directly connect components orsub-components and are selected from the set of mechanical fastenersincluding but not limited to bolts, nuts and bolts, threaded connectors,cross dowels, screws, pins, rivets, washers and anchors.

The present invention relates to a novel design shown in a first, secondand third embodiment for a vehicular motor mount. Motor mounts aresimple mechanical devices that have two purposes, to connect the motorof the vehicle to the vehicle's frame, and to dampen the vibrations andquiet the noise of the drivetrain that is transmitted to the frame ofthe vehicle.

The noise and the vibrations combined are known as the harshness, andthe frequency of this harshness may or may not be pleasant inside thevehicle. Bouncing has a high amplitude and low frequency, and vibrationhas a high frequency and a low amplitude. Bouncing arises primarily fromdriving on uneven surfaces, accelerating and decelerating, and thetorque of the engine itself (which causes the engine to twist on itsmounts). Vibrations emanate from inside the engine from unbalancedforces, imbalances in the rotating/reciprocating engine parts and thefiring pulses in the engine. Accordingly, the motor mount must be ableto dampen this harshness to give the engine a greater life (so does notshake itself to death) and the passenger a more comfortable experience.The motor mounts thus have to be stiff to prevent bouncing (lowfrequencies) but soft to absorb vibrations (high frequencies.) Whilehydraulic (fluid filled) mounts accomplish this well, they are prone tofailure and expensive to replace. The present designs accomplished bothof these goals in an economical format but since they are of a polymericconstruction with a specific geometry and specific durometer designedfor compression and flex, their lifetime is designed for the life of thevehicle, and if not can be replaced cheaply and easily.

The following vehicular engine mounts (“mounts”) have two componentassemblies, a motor attachment assembly, and a frame attachment assemblythat are not directly connected but are coupled by the entrapment ofcomponents of the motor attachment assembly within a concave enclosureformed by the components of the frame attachment assembly.

Reference will now be made in detail to three embodiments of theinventive concept, examples of which are illustrated in the accompanyingdrawings. There are three basic configurations which are functionalequivalents, each having a motor mount assembly that has its proximalend captured within a frame mount assembly. The first and secondembodiments differ only in that the first embodiment of FIGS. 1 and 2 ,the post of the motor attachment assembly is made of a single piece ofmaterial (preferably billet aluminum) whereas in the second embodimentof FIG. 40 , the post is made of several components (an upper peg and acapture flange) that are directly connected together by mechanicalfasteners together to form the structurally equivalent post of the firstembodiment. The bushing and capture ring of the first and secondembodiment motor mounts are universal components that are utilized inall embodiments of vehicular motor mounts. Here though, for illustrativepurposes the base plate 8 of the first and second embodiments are alsoidentical.

The first and third embodiments differ in that there is a secondary heatshield added below the post, there is a second urethane bump stop added,there is a wear ring around the new post design and the componentsembedded in the urethane bushing were separated into an upper and lowerpart, wherein the lower part is no longer embedded in the bushing butrather abuts it at the bottom.

There is a plethora of different vehicles, all with differing mountingangles from both the subframe and the engine mounting bracket. These mayrequire on site (field) modifications to the post or the base plate suchas grinding away of material from the base plate, or these may requirespecific geometry incorporated into the design of either or both of thebase plate and post. As such, there are locating pins 14 utilized ineither or both of the motor mount assembly and the frame mount assemblyto properly orient the motor mount for proper angular and radialorientation between the motor mount bracket and the vehicle's frame.

There is a first embodiment mount 2 (FIGS. 1-19, 40, and 41 ), a secondembodiment mount 102 (FIGS. 20-40 ) and a third embodiment mount (FIGS.42 and 43 ). The first and second embodiments differ only in that thesecond embodiment mount 102, one of the sub-components of the motorattachment assembly (the post) is not formed as a single piece butrather is a sub-assembly made of numerous pieces (a lower peg 104 andupper peg 106) mechanically fastened together to form a sectional post100, which is the structural equivalent of the post 4 of the firstembodiment vehicular motor mount. This is done for fabrication purposesas the upper peg 106 often requires a surface treatment such asanodization or passivation, yet such a surface treatment inhibits thebonding of the polyurethane to the capture flange 116 of the lower peg104.

Looking at FIGS. 1 and 2 , it can be seen that the first embodimentmount 2 has four components: a post 4, a polyurethane bushing 6, a baseplate 8 and a concave capture ring 10. For assembly, it utilizes a setof mechanical fasteners 12 (herein bolts sized for threaded engagementinto threaded recesses 14 in the bottom face of the capture ring 10.)For proper alignment and orientation to the engine mount bracket and theframe, it uses two locating pins 14 matingly, and frictionallyengageable in the post 4 and the base plate 8. The mechanical fasteners12 join the base plate 8 to the capture ring 6 such that there is anenclosure formed therebetween. These two components, when directlyconnected, form the frame mount assembly. The enclosure with its cavityformed therein is known as the capture housing and is conformed to thegeometrical configuration of the outer face of the bushing but withupper and side clearance spaces or gaps, respectively approximately0.030 and 0.050 of an inch each plus or minus 0.020 and 0.040 of aninch.

The post 4 is fabricated as a unitary piece with a cylindrical uppersection 18 and a cylindrical lower section 20 with a capture flange 16extending radially therefrom at the interface of the upper and lowersections. Preferably, it is made of a high grade billet aluminumalthough other materials could be substituted.

Looking at FIGS. 1, 2 and 4 it can best be seen that the top face of thecylindrical upper section 18 has a threaded bore 24 that extends atleast partial through the linear axis of the post 4. It also has alocating pin orifice 26 that is sized for frictional engagement with thelocating pin 14. When inserted, this locating pin 14 will partiallyextend from the top face of the post 4 and lock into a matinglyengageable orifice in the motor mount bracket (not illustrated) for theproper location and radial orientation of the vehicular motor mount 2.As best seen in FIG. 4 , the capture flange 16 and the top part of thelower section 20 are cast into the polyurethane bushing 6. There areflow orifices 22 (FIGS. 1 and 4 ) formed in the capture flange 16 andoptionally into the lower section 20 to allow the polymer material ofthe bushing 6 to flow into and solidify therein to lock these componentstogether. It is to be noted that the capture flange 16 acts as a topbump stop and will strike the top inner face 30 of the capture ring 10in the event of a failure of the bushing 6 so as to limit the extent ofthe increase in distance between the engine and the frame. Thecylindrical lower section 20 does not extend to the bottom of thebushing 6 and as such is suspended perpendicularly and at a distanceabove the planar top face 28 of the base plate 8. In this way, theproximal end of the post 4 acts as a bottom bump stop and will strikethe base plate 28 upon failure of the bushing 6 or upon extremecompression of the bushing 4 within the capture ring 10, to limit thereduction of the distance between the engine and the frame. The bushing6 and post 4 when directly joined together are known as the engine mountassembly. The post 4 is not directly connected to any part of the framemount assembly. Looking at FIGS. 3 to 5 it can be seen how the bushing 6is cast around the post 4, flowing into the orifices in the captureflange 16 and the top part of the lower section 20 of the body of thepost 4.

FIGS. 6-9 show the polymer bushing 6. Preferably it is made of apolyurethane and has a hardness of 75 on the Durometer Shore A HardnessScale (plus or minus 20.) It is a tapered circular cylinder with aconcave void 32 formed in its bottom end and is matingly geometricallyconfigured to the inside (concave) face of the capture ring 10.Dimensionally, though, the outside diameter of the bushing 6 is smallerthan the inside diameter of the capture ring 10 by approximately 0.100of an inch so as to leave approximately 0.050 of an inch clearancebetween the capture ring 10 and the bushing 6. Similarly, there isapproximately 0.030 clearance gap between the top of the busing and thetop inner face of the capture ring 10. Some or all of this clearancewill disappear when the load of the engine weight is put onto the post 4and it moves slightly closer to the base plate 8, compressing thebushing 4 and making it bulge until its side or part of its side,touches the inner side walls of the capture ring 10. It has a centralbore 38 therethrough that matches the diameter of the lower section 20of the post 4 and an inner depressed ring 36 where a portion of thecapture flange 16 resides. The remainder of the capture flange 16 isimbedded in the bushing 6 itself as best illustrated in FIG. 4 . On thebottom face 40 of the bushing 6 are two different sized, curved locationtabs 34 for the proper alignment and radial orientation of the motormount assembly to the engine mount assembly. These two non-linearalignment tabs 34 fit into mating recesses 42 formed on the top surface44 of the base plate 8.

The bushing 6 and the capture ring 10 are universal components of anengine mount. That is to say that for different vehicles, the base plate8 and the distal end of the post 4 may vary geometrically but theconfiguration of capture ring 10 and the bushing 6 will remainidentical.

Looking at FIGS. 10-14 is can be seen that the base plate 8 has a solidbody 49 with a planar top face 44 that has a circular series of orifices48 formed therethrough to accommodate the mechanical fasteners 12 thatengage the threaded orifices 46 in the outer periphery of the capturering 10. There are also recesses 42 that are matingly conformed to allowthe insertion of the two alignment tabs 34 of the bushing 6 so as tolock the radial orientation of the bushing 6 (and essentially the motormount assembly) to the base plate 8 (and essentially the frame mountassembly.) Through the center of the base plate 8 is a threaded bore 50that allows a bolted connection between the base plate 8 and the frame(not illustrated). The bottom face 52 of the base plate 8 has a locatingpin orifice 26 formed therein, substantially similar to the locating pinorifice 26 formed in the top face of the post 4. Here a locating pin 14is inserted into the locating pin orifice and extends beyond the bottomface 52 such that it can be inserted into a recess in the frame (notillustrated) so as to align and radial orient the mount 2 to the frame.

The solid body of the base plate 8 is generally thick enough to allowthe removal of material across it thickness to alter the angle that thebase plate 8 (and overall mount) will have from the frame. Depending onwhere the frame mount assembly attaches to the frame in relation towhere the engine mount assembly attaches to the engine mount bracket,the entire mount 2 may be angled and may require specific radialorientation for the insertion of the locating pins 14 on either end ofthe mount 2. Although shown having a tapered side 56, this is only for aspecific embodiment and not common to all base plates. Since the designof the base plate will vary for different vehicles, there will be atleast one threaded bore 50 in each base plate 8 for frame connection,however, each base plate 8 will have a planar top face 44 for thecapture ring 10 and the bushing 6 to rest on, and a circular series oforifices 48 to allowed the bolted connection to the capture ring 10.

The capture ring 10 is illustrated in its entirety in FIGS. 15 to 17 .Therein it can be seen that the capture ring 10 is a hollow,frusotconical ring with an internal flange 60 extending from its upperperipheral edge along its frustum toward its axial centerline. It has acentral circular orifice 62 formed through its internal flange 60 thatis dimensionally larger than the diameter of the upper section 18 of thepost 4 yet smaller than the diameter of the bushing 6. It has a seriesof threaded bores 46 formed in its bottom face 64 to accommodatemechanical fasteners 12 passing through the base plate 8 as discussedherein.

When the mount 2 is assembled, the cylindrical lower section 20 andcapture flange 16 of the post 4, and bushing 6 (the motor mountassembly) are loosely coupled but constrained in the capture housing.There is no direct connection or coupling between the post 4 and thebase plate 8. The post 4 connects (is bolted) to the engine mountbracket and the base plate 8 connects (is bolted) to the frame, but thetwo are not directly connected, rather the bushing 6 cast about oraround the proximal end of the post 8 is captured/constrained in theconcavity of the capture housing that is connected to (bolted) to thebase plate 8. The mount 2 must be “clocked” to the proper rotation foralignment with that vehicle's engine mount bracket.

Looking at FIGS. 41 and 42 the motor mount assembly and the frame mountassembly in an assembled state can best be seen. Here, it can be seenthat within the cavity created in the capture housing (formed by thecapture ring 10 directly connected by bolts 12 to the base plate 8), thebushing 6 and lower section of the post 20 are physically constrained orcaptured so that the motor mount assembly is not directly connected tothe frame mount assembly and has limited movement therein for theabsorption of noise and vibration. There is a side gap 150 between thebushing 6 and the inner concave wall of the capture ring, and there is atop gap 153 between the capture flange 16 of the capture ring 10 and hetop face of the bushing 6. The proximal end of the post is approximately⅜ of an inch above the planar top face 28 of the base plate 8, and thebottom end of the bushing rests on the top face of the base plate 8.

With this design, the post 4 is free rotate and tilt slightly withinrespect to the its linear axis as well as translate up and down withinthe capture ring 6 as torque, vibrational and bouncing forces areexperienced in the engine or frame. In these gyrations the bushing 6experiences different amounts of compressional forces and it elasticallydeforms under this load because of its internal concave void 32 andtapered body to absorb these forces and isolate them from the driver.The amount of tilt the post 4 can accommodate is limited by thedifference between the inner diameter of the top bore 62 of the capturering 10 and the outer diameter of the post 4. The amount oftranslational movement the post can accommodate is limited to thedistance between the proximal end of the post 4 and the top face of thebase plate 8 and the space between the compressed bushing 6 under loadand the inner top of the capture ring 10.

The post and bushing assembly (the motor bracket mount assembly) floatin the concavity created between the capture ring 10 and the base plate8. There is no direct connection or direct coupling between the post 4and the base plate 8. The post 4 connects (is bolted) to the enginemount bracket and the base plate 8 connects (is bolted) to the frame butthe two are not directly connected, rather the bushing 6 cast about oraround the proximal end of the post 4 is captured/constrained in theconcavity of the capture ring 10 that is connected to (bolted) to thebase plate 8.

Looking at the second embodiment mount 102 of FIG. 40 it can be seenthat the capture ring 10, and truncated conical polyurethane bushing 6are shared with those of the first and third embodiments. Here, althoughthe same base plate 8 is also used, this for simplicity of explanation,as the base plate 8 may have of any of a host of different designs toaccommodate connection of the mount to the frame of a specific vehicle.The post 4 of the first embodiment mount 2 is replaced with a sectionalpost 100 that is made of a lower peg 104 and upper peg 106 that havebeen connected together with second mechanical fasteners 112.

It can be seen in FIGS. 21-25 that the cylindrical upper section 18 ofthe post 4 of the first embodiment mount 2 is the structural equivalentof the upper peg 106 of the sectional post 100 if the second embodimentmount 102, and the capture flange 16 and lower section 20 of the firstembodiment mount 2 are the structural equivalents of the lower peg 104with its capture flange 116 of the second embodiment mount 102.

The upper peg 106, identical to the top face of the cylindrical uppersection 18, has a threaded bore 124 that extends at least partialthrough the linear axis of the sectional post post 100. It also has alocating pin orifice 126 that is sized for frictional engagement withthe locating pin 14 that will partially extend from the top face of thesectional post 100 and lock into a matingly engageable orifice in themotor mount bracket (not illustrated) for the proper location and radialorientation of the second embodiment vehicular motor mount 102. Theupper peg 106 also has a series of threaded orifices 110 formedpartially therethrough to accommodate second mechanical fasteners 112that pass through orifices 120 formed through the lower peg 104 andserve to connect these components to form the sectional post 100.

As best seen in FIGS. 26-30 the lower peg 104 is a cylindrical peg witha second capture flange 116 extending from its top end. It is thisentire lower peg 104 that has the bushing 6 cast onto it. There are floworifices 22 formed in the second capture flange 116 to allow the polymermaterial of the bushing 6 to flow into and solidify therein to lockthese components together. It is to be noted that the second captureflange 116 also acts as a top bump stop and will strike the top innerface 30 of the capture ring 10 in the event of a failure of the bushing6 so as to limit the extent of the increase in distance between theengine and the frame. The lower peg 104 does not extend to the bottom ofthe bushing 6 and as such is suspended perpendicularly and at a distanceabove the planar top face 28 of the base plate 8.

FIGS. 31-36 illustrate the lower peg 104 of the sectional post 100bonded to the bushing 6. Similar to the first embodiment motor mount 2,the second embodiment motor mount must be properly oriented and angledbetween the motor mount bracket and the frame. This is accomplished bythe two non-linear alignment tabs 34 fit into mating recesses 42 formedon the top surface 44 of the base plate 8, as well as the locating pins14 extending from the locating pin orifices 26 in the base plate 8 andthe sectional post 100.

In certain situations, the top of the mount 2 may be situated in veryclose proximity to exhaust manifolds or header tubes extending from thevehicle's motor. Here, the high temperatures emanating from them, inconjunction with the air flow patterns under the hood may radiate heator force hot air down onto the bushing 6. To alleviate this problem, anoptional heat shield 70 as seen in FIGS. 37-39 may be placed into thesectional post 100 between the lower peg 104 and the upper peg 106 toprotect the bushing 6. The heat shield 70 is a planar, circular diskmade of a high temperature insulating polymer or ceramic coated metaland has slots 72 to accommodate the second mechanical fasteners 112connecting the components of the sectional post 100.

Looking at FIGS. 43 and 44 it can be seen that the third embodimentmotor mount 130 has a base plate 132 that uses mechanical fasteners (notillustrated in this bolts) 12 to join the base plate 132 to the capturering 136 such that there is an enclosure formed therebetween. These twocomponents, when directly connected, form the frame mount assembly. Theenclosure with its cavity formed therein is known as the capture housingand is conformed to the geometrical configuration of the outer face ofthe bushing 134 but with upper and side clearance spaces or gaps,respectively approximately 0.030 and 0.050 of an inch each plus or minus0.020 and 0.040 of an inch. In this capture housing there is also apolyurethane lower bump stop 138 that resides below the capture flange142 of the lower post 140 and held centered in place by the lowercylindrical section 144 that frictionally engages its central orifice146.

The base plate 132 has a pair of arced location slots 180 for the properalignment of the motor mount assembly through arced location tabs 182extending from the bottom face of the bushing 134. There is also acircular series of orifices that allow the mechanical fasteners toconnect the base plate 132 to the capture ring 136 as discussed above.In the center of the base plate is a threaded bore to allow the framemount to be connected.

In this third embodiment, the post is made into two pieces, a lower post140 and an upper post 160. The lower post 140 resides in the capturehousing between the lower bump stop 138 on the base plate 132 and thetapered cylindrical bushing 134. It has a lower cylindrical section 144and an upper cylindrical section 148 separated by the capture flange142. There is a threaded central bore 150 formed therethrough the post140. Here though, different from the first two embodiments, the post 140is not embedded (cast) into the bushing 134. Rather, there is a circularsupport disk 152 embedded into the bushing 134. This support disk 152has through orifices adjacent its perimeter edge that allows thepolyurethane during the cast process to flow into them so as to lock thesupport disk 152. It also has inner threaded orifices 154 that allow thepassage of mechanical fasteners 12 (not illustrated in FIGS. 43 and 44 )that extend from the lower post 140 through the bushing 134 and itsembedded support disk 152 and into the threaded recesses in the bottomof the top post 160. This support disk 152 prevents the prematurefailure of the bushing 140 due to the bushing's expansion radiallyoutward under load.

The top post 160 is a stepped cylinder with the lower portion 168 havinga smaller diameter that the top portion 166. The top post 160 has acentral orifice 162 formed therethrough, a cylindrical pin 164 extendingnormally therefrom its top face and a series of thread bores on thebottom face of its lower portion 168. Around the lower portion 168 is awear ring 170 to absorb side thrust loads, preferably made of a highdurometer polymer.

The top post 160 when bolted to the lower post 140 pre-compresses thebushing 134 and centers it in the capture ring 136. Above the top post160 and between the top post 160 and the bushing 134 there are primaryheat shields 174 and secondary heat shields 172.

The top post 160 with its wear ring, the bushing 134 with its embeddedsupport disk 152, and the lower post 140 when bolted together form theengine mount assembly. The engine mount is bolted through the alignedcentral orifices of the components in the engine mount assembly. The twoheat shields 172 and 174 prevent radiant heat from the engine and itsexhaust form damaging the polymer components of the motor mount 130. Thepin 164 extending from the top post 160 is used to locate and properlyposition the motor mount 130 with respect to the engine mounts and theframe mounts.

This third embodiment motor mount 130 functions identically to that ofthe first and second embodiment motor mounts in that when the mount 130is assembled, the motor mount assembly is loosely coupled butconstrained in the capture housing so there is no direct connection orcoupling between the lower post 140 and the base plate 132. The postassembly 140 and 160 connects (is bolted) to the engine mount bracketand the base plate 132 connects (is bolted) to the frame, but the twoare not directly connected, rather the bushing 134 iscaptured/constrained in the concavity of the capture housing that isconnected to (bolted) to the base plate 132. The mount 302 must be“clocked” to the proper rotation for alignment with that vehicle'sengine mount bracket.

The bump stop functions the same way except in the third embodimentthere is an additional polymer member to prevent the harsh metal onmetal contact when the bottom bump stop is utilized.

While increasing the ability of a motor mount to dampen and remove theharshness of a ride, the present invention provides a mount system forall vehicles made of two assemblies assembled from four components, twoof which (the capture ring and bushing) are universal and replaceable.Thus, this motor mount can be rebuilt in the case of failure or extremewear.

While certain features and aspects have been described with respect toexemplary embodiments, one skilled in the art will recognize thatnumerous modifications are possible. Moreover, while the procedures ofthe methods and processes for building, assembling and using the devicesdescribed herein are described in a particular order for ease ofdescription, unless the context dictates otherwise, various proceduresmay be reordered, added, and/or omitted in accordance with variousembodiments. The various components and/or features described hereinwith respect to a particular embodiment can be substituted, added,and/or subtracted from among other described embodiments, unless thecontext dictates otherwise. Consequently, although two exemplaryembodiments are described above, it will be appreciated that theinvention is intended to cover all modifications and equivalents withinthe scope of the following claims.

Having thus described the invention, what is claimed as new and desiredto be secured by Letters Patent is as follows:
 1. A vehicular motormount connected between a vehicle's motor mount bracket and a vehicle'sframe, comprising: a motor attachment assembly having a distal end and aproximal end, said distal end directly connectable to said vehicle'smotor mount bracket; and a frame attachment assembly defining a cavitytherein and directly connectable to said vehicle's frame; wherein saidproximal end of said motor attachment assembly is moveably capturedwithin said cavity in said frame attachment assembly without any directconnection there between and with a side space and a top space existingbetween said motor attachment assembly and said frame attachmentassembly within said cavity.
 2. The vehicular motor mount of claim 1further comprising: an upper heat shield between said motor attachmentassembly and said motor mount bracket.
 3. The vehicular motor mount ofclaim 1 wherein said motor attachment assembly comprises: a cylindricalupper post with a first threaded through bore, having a top end with afirst outer diameter region, a bottom end with a smaller, second outerdiameter region, and a circular wear ring encircling said bottom end; alocating pin extending from a stopped orifice in a top face of saidupper post; a cylindrical polymer bushing with a support plate imbeddedtherein, said support plate having a central orifice; and a cylindricallower post with a second threaded through bore alignable with said firstthrough bore, a stepped two diameter lower cylindrical section and anupper cylindrical section, separated by a capture flange; wherein saidpolymer bushing is sandwiched between said upper post and said lowerpost which are connected to said motor mount bracket with a threadedmechanical connector.
 4. The vehicular motor mount of claim 3 whereinsaid frame attachment assembly comprises: a base plate having a planartop face, at least one threaded recess formed at a bottom face thereof,and a first series of orifices formed therethrough; a capture ring witha concave frustoconical body having a top surface with an internallyfacing flange extending inward therefrom, and a second series ofthreaded orifices formed on a bottom surface thereof that matingly alignwith said first series of orifices in said base plate; and wherein saidbase plate is connected to said capture ring by mechanical fastenersthreadingly engaged through said first and second series of orificestherein forming a concave cavity.
 5. The vehicular motor mount of claim4 further comprising: a lower heat shield located between said bushingand said upper post.
 6. The vehicular motor mount of claim 5 furthercomprising; a lower polymer bump stop located between said base plateand said lower post.
 7. A vehicular motor mount connected between avehicle's motor mount bracket and a vehicle's frame, comprising: a motorattachment assembly made of a sectional post made of a bolted connectionbetween an upper peg and a lower peg; a polymer bushing with said lowerpeg imbedded therein; and at least one first mechanical fastener;wherein said upper peg has a top face with a threaded bore formedtherein and bottom face with a set of threaded recesses therein; whereinsaid lower peg has an upper end and a lower end, with a capture flangeextending perpendicularly from said upper end, said capture flangehaving a set of flow orifices formed therein for imbed attachment tosaid bushing, and a set of bolt orifices formed therethrough; andwherein said second mechanical fasteners pass through said bolt orificesand are mechanically engaged into said set of threaded recesses in saidtop peg; a frame attachment assembly having a base plate with a planartop face, at least one threaded recess formed at a bottom face thereof,and a series of orifices formed therethrough; a capture ring having ahollow frustoconical body having a top surface with an internally facingflange extending inward therefrom, and a series of threaded orificesformed on a bottom surface thereof that are matingly alignable with saidseries of orifices in said base plate; at least one first mechanicalfastener; and wherein said base plate is connected to said capture ringby said first mechanical fasteners passing through said series oforifices and threadingly engaged into said series of threaded orifices,forming a concave cavity therebetween; and wherein said proximal end ofsaid motor attachment assembly is moveably captured within said cavity,and said cavity is similarly geometrically configured to house saidproximal end of said housing.